4.19
Materials
Goal
To ensure that the cargo containment system, primary and secondary barriers, the
thermal insulation, adjacent ship structure and other materials in the cargo
containment system are constructed from materials of suitable properties for the
conditions they will experience, both in normal service and in the event of
failure of the primary barrier, where applicable.
4.19.1
Materials forming ship structure
4.19.1.1 To determine the grade of plate and sections
used in the hull structure, a temperature calculation shall be performed for all
tank types when the cargo temperature is below -10°C. The following assumptions
shall be made in this calculation:
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.1 the primary barrier of all tanks shall be
assumed to be at the cargo temperature;
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.2 in addition to .1, where a complete or
partial secondary barrier is required, it shall be assumed to be at the
cargo temperature at atmospheric pressure for any one tank only;
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.3 for worldwide service, ambient temperatures
shall be taken as 5°C for air and 0ºC for seawater. Higher values may be
accepted for ships operating in restricted areas and, conversely, lower
values may be fixed by the Administration for ships trading to areas where
lower temperatures are expected during the winter months;
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.4 still air and seawater conditions shall be
assumed, i.e. no adjustment for forced convection;
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.5 degradation of the thermal insulation
properties over the life of the ship due to factors such as thermal and
mechanical ageing, compaction, ship motions and tank vibrations, as defined
in 4.19.3.6 and 4.19.3.7, shall be assumed;
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.6 the cooling effect of the rising boil-off
vapour from the leaked cargo shall be taken into account, where
applicable;
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.7 credit for hull heating may be taken in
accordance with 4.19.1.5, provided the heating arrangements are in
compliance with 4.19.1.6;
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.8 no credit shall be given for any means of
heating, except as described in 4.19.1.5; and
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.9 for members connecting inner and outer
hulls, the mean temperature may be taken for determining the steel
grade.
The ambient temperatures used in the design, described in this paragraph,
shall be shown on the International Certificate of Fitness for the Carriage of
Liquefied Gases in Bulk required in 1.4.4.
LR 4.19-01 The minimum temperatures used in determining the
required grade of materials are to be calculated using the boundary conditions given
in 4.19.1.1. Where a higher or lower ambient temperature is to be used in accordance
with 4.19.1.1.3, this is to be included in the class notation. The revised ambient
temperatures are to be considered when determining the required hull material
grades, both within and outside the cargo area.
LR 4.19-02 The temperatures of members connecting the inner and
outer hulls are to be obtained from the calculations.
LR 4.19-03 The heat balance method may be used to carry out the
temperature calculations required in 4.19.1.1.
4.19.1.2 The shell and deck plating of the ship and all
stiffeners attached thereto shall be in accordance with recognized standards. If the
calculated temperature of the material in the design condition is below -5°C due to
the influence of the cargo temperature, the material shall be in accordance with
table 6.5.
LR 4.19-04 The material of the hull structure, other than that
forming part of, or adjoining, the cargo containment system, is to comply with the
requirements given in LR 6.4-01 and subsequent paragraphs.
4.19.1.3 The materials of all other hull structures for
which the calculated temperature in the design condition is below 0°C, due to the
influence of cargo temperature and that do not form the secondary barrier, shall
also be in accordance with table 6.5. This includes hull structure supporting the
cargo tanks, inner bottom plating, longitudinal bulkhead plating, transverse
bulkhead plating, floors, webs, stringers and all attached stiffening members.
4.19.1.4 The hull material forming the secondary
barrier shall be in accordance with table 6.2. Where the secondary barrier is formed
by the deck or side shell plating, the material grade required by table 6.2 shall be
carried into the adjacent deck or side shell plating, where applicable, to a
suitable extent.
4.19.1.5 Means of heating structural materials may be
used to ensure that the material temperature does not fall below the minimum allowed
for the grade of material specified in table 6.5. In the calculations required in
4.19.1.1, credit for such heating may be taken in accordance with the following:
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.1 for any transverse hull structure;
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.2 for longitudinal hull structure referred to
in 4.19.1.2 and 4.19.1.3 where colder ambient temperatures are specified,
provided the material remains suitable for the ambient temperature
conditions of +5°C for air and 0°C for seawater with no credit taken in the
calculations for heating; and
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.3 as an alternative to .2, for longitudinal
bulkhead between cargo tanks, credit may be taken for heating, provided the
material remain suitable for a minimum design temperature of -30°C, or a
temperature 30°C lower than that determined by 4.19.1.1 with the heating
considered, whichever is less. In this case, the ship's longitudinal
strength shall comply with SOLAS regulation II-1/3-1 for both when those bulkhead(s) are considered
effective and not.
4.19.1.6 The means of heating referred to in 4.19.1.5
shall comply with the following requirements:
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.1 the heating system shall be arranged so
that, in the event of failure in any part of the system, standby heating can
be maintained equal to not less than 100% of the theoretical heat
requirement;
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.2 the heating system shall be considered as an
essential auxiliary. All electrical components of at least one of the
systems provided in accordance with 4.19.1.5.1 shall be supplied from the
emergency source of electrical power; and
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.3 the design and construction of the heating
system shall be included in the approval of the containment system by the
Administration or recognized organization acting on its behalf.
LR 4.19-05 Details of proposed systems for the means of heating
structural members to ensure that the material temperature does not fall below the
minimum temperature allowed for the grade of material specified in Table 6.5 are to
be submitted. The level of heating system redundancy required by 4.19.1.6 is to be
demonstrated through compliance with the following:
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.1 The heating system referred to in 4.19.1.6.1 is to be such
that, in case of a single failure of a mechanical or electrical
component in any part of the system, heating can be maintained at not
less than 100 per cent of the theoretical heat requirement.
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.2 Where the above requirements are met by duplication of the
system components, i.e. heaters, glycol circulation pumps, electrical
control panel, auxiliary boilers, etc., all electrical components of at
least one of the systems are to be supplied from the emergency source of
electrical power.
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.3 Where duplication of the primary source of heat, e.g.
oil-fired boiler, is not feasible, alternative proposals can be accepted
such as an electric heater capable of providing 100 per cent of the
theoretical heat requirement is to be provided and is to be supplied by
an independent circuit arranged separately on the emergency switchboard.
Other solutions may be considered acceptable towards satisfying the
requirements specified in 4.19.1.6.1, provided that a suitable risk
assessment is conducted to the satisfaction of the Administration. The
requirement in paragraph LR 4.19-05 .2 continues to apply to all other
electrical components in the system.
4.19.2
Materials of primary and secondary barriers
LR 4.19-06 The specification and plans of the cargo containment
system including the insulation are to be submitted for approval. The materials used
are to be approved by LR.
4.19.2.1 Metallic materials used in the construction of
primary and secondary barriers not forming the hull, shall be suitable for the
design loads that they may be subjected to, and be in accordance with, table 6.1,
6.2 or 6.3.
4.19.2.2 Materials, either non-metallic or metallic but
not covered by tables 6.1, 6.2 and 6.3, used in the primary and secondary barriers
may be approved by the Administration or recognized organization acting on its
behalf, considering the design loads that they may be subjected to, their properties
and their intended use.
4.19.2.3 Where non-metallic materials, including
composites, are used for, or incorporated in the primary or secondary barriers, they
shall be tested for the following properties, as applicable, to ensure that they are
adequate for the intended service:
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.1 compatibility with the cargoes;
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.2 ageing;
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.3 mechanical properties;
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.4 thermal expansion and contraction;
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.5 abrasion;
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.6 cohesion;
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.7 resistance to vibrations;
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.8 resistance to fire and flame spread; and
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.9 resistance to fatigue failure and crack
propagation.
4.19.2.4 The above properties, where applicable, shall
be tested for the range between the expected maximum temperature in service and +5°C
below the minimum design temperature, but not lower than -196°C.
4.19.2.5.1 Where non-metallic materials, including
composites, are used for the primary and secondary barriers, the joining processes
shall also be tested as described above.
4.19.2.5.2 Guidance on the use of non-metallic
materials in the construction of primary and secondary barriers is provided in
appendix 4.
4.19.2.6 Consideration may be given to the use of
materials in the primary and secondary barrier, which are not resistant to fire and
flame spread, provided they are protected by a suitable system such as a permanent
inert gas environment, or are provided with a fire-retardant barrier.
4.19.3
Thermal insulation and other materials used in cargo containment systems
4.19.3.1 Load-bearing thermal insulation and other
materials used in cargo containment systems shall be suitable for the design
loads.
4.19.3.2 Thermal insulation and other materials used in
cargo containment systems shall have the following properties, as applicable, to
ensure that they are adequate for the intended service:
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.1 compatibility with the cargoes;
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.2 solubility in the cargo;
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.3 absorption of the cargo;
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.4 shrinkage;
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.5 ageing;
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.6 closed cell content;
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.7 density;
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.8 mechanical properties, to the extent that
they are subjected to cargo and other loading effects, thermal expansion and
contraction;
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.9 abrasion;
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.10 cohesion;
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.11 thermal conductivity;
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.12 resistance to vibrations;
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.13 resistance to fire and flame spread;
and
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.14 resistance to fatigue failure and crack
propagation.
LR 4.19-07 Details of the extent of ageing of the insulation
material used in the cargo containment system are to be submitted to LR for
consideration, see also 4.19.3.6 and LR 4.19-06.
4.19.3.3 The above properties, where applicable, shall
be tested for the range between the expected maximum temperature in service and 5°C
below the minimum design temperature, but not lower than -196°C.
LR 4.19-08 In addition to the requirements given in 4.19.3.2,
fatigue and crack propagation properties for insulation in membrane systems are also
to be submitted. Insulation materials are to be approved by LR. Where applicable,
these requirements also apply to any adhesive, sealers, vapour barriers, coatings or
similar products used in the insulation system, any material used to give strength
to the insulation system, components used to hold the insulation in place and any
non-metallic membrane materials. Such products are to be compatible with the
insulation.
4.19.3.4 Due to location or environmental conditions,
thermal insulation materials shall have suitable properties of resistance to fire
and flame spread and shall be adequately protected against penetration of water
vapour and mechanical damage. Where the thermal insulation is located on or above
the exposed deck, and in way of tank cover penetrations, it shall have suitable fire
resistance properties in accordance with recognized standards or be covered with a
material having low flame-spread characteristics and forming an efficient approved
vapour seal.
4.19.3.5 Thermal insulation that does not meet
recognized standards for fire resistance may be used in hold spaces that are not
kept permanently inerted, provided its surfaces are covered with material with low
flame-spread characteristics and that forms an efficient approved vapour seal.
4.19.3.6 Testing for thermal conductivity of thermal
insulation shall be carried out on suitably aged samples.
LR 4.19-09 Proposals for the thermal conductivity tests of aged
samples of the insulation are to be submitted by the designer and/or insulation
makers, and are to be agreed with LR based on the physical and chemical
characteristics of the insulation.
4.19.3.7 Where powder or granulated thermal insulation
is used, measures shall be taken to reduce compaction in service and to maintain the
required thermal conductivity and also prevent any undue increase of pressure on the
cargo containment system.
LR 4.19-10 Particular attention is to be paid to the cleaning of
the steelwork prior to the application of the insulation. Where insulation is to be
foamed or sprayed in situ, the minimum steelwork temperature at the time of
application is to be indicated in the specification in addition to environmental
conditions.
4.20
Construction processes
Goal
To define suitable construction processes and test procedures in order to ensure,
as far as reasonably practical, that the cargo containment system will perform
satisfactorily in service in accordance with the assumptions made at the design
stage.
LR 4.20-01 In addition to an inspection/survey plan as specified
in 4.3.6 for the through life maintenance of the cargo containment system, a
construction, testing and inspection (CTI) plan for the installation of the
containment system is to be submitted for approval. This plan is to list the
following sequentially for each stage of installation, testing and inspection:
- The method to be used.
- The acceptance criteria.
- The form of record to be made.
- The involvement of the shipyard, containment system designer
where relevant, and LR Surveyor.
Further detailed documents,
which may be cross-referenced by the CTI plan, are to be submitted for
approval as applicable.
LR 4.20-02 The requirements of this Section are to be applied in
association with the relevant Chapters of the Rules for Ships. For welding joint
details of pressure vessels, see Pt 5, Ch 10,14 of the Rules for Ships.
4.20.1.1 All welded joints of the shells of independent
tanks shall be of the in-plane butt weld full penetration type. For dome-to-shell
connections only, tee welds of the full penetration type may be used depending on
the results of the tests carried out at the approval of the welding procedure.
Except for small penetrations on domes, nozzle welds shall also be designed with
full penetration.
LR 4.20-03 In the context of 4.20.1.1, small penetrations may
generally be considered as penetrations of diameter not greater than 50 mm.
Penetrations of diameter not greater than 150 mm may also be considered as being
small, provided the service temperature is not lower than -110ºC, and the tank
design pressure is not greater than 0,07MPa.
LR 4.20-04 In accordance with 4.20.1.1 full penetration T-butt
welds may be used for dome-to-shell connections. Full penetration T-butt welds
between shell and longitudinal bulkhead for bi-lobe tanks may also be accepted
subject to agreement from the National Administration.
LR 4.20-05 Regulation 4.20.1.1 is applicable to independent tanks
of type A or type B, primarily constructed of plane surfaces. This includes the tank
corners, which are constructed using bent plating aligned with the tank surfaces and
connected with in-plane welds.
LR 4.20-06 In the context of regulation 4.20.1.1, the
applicability of the expression ‘For dome-to-shell connections only’ is clarified as
follows:
- Welded corners (i.e. corners made of weld metal) shall not
be used in the main tank shell construction, i.e. corners between the shell side
(sloped plane surfaces parallel to hopper or top side inclusive, if any) and
bottom or top of the tank, and between the tank end transverse bulkheads and the
bottom, top or shell sides (sloped plane surfaces inclusive, if any) of the
tank. Instead, tank corners which are constructed using bent plating aligned
with the tank surfaces and connected with in-plane welds, are to be used.
- Tee welds can be accepted for other localised constructions
of the shell such as suction well, sump, dome, etc. where tee welds of full
penetration type shall also be used.
4.20.1.2 Welding joint details for type C independent
tanks, and for the liquid-tight primary barriers of type B independent tanks
primarily constructed of curved surfaces, shall be as follows:
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.1 all longitudinal and circumferential joints
shall be of butt welded, full penetration, double vee or single vee type.
Full penetration butt welds shall be obtained by double welding or by the
use of backing rings. If used, backing rings shall be removed except from
very small process pressure vessels. Other edge preparations may be
permitted, depending on the results of the tests carried out at the approval
of the welding procedure; and
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.2 the bevel preparation of the joints between
the tank body and domes and between domes and relevant fittings shall be
designed according to a standard acceptable to the Administration or
recognized organization acting on its behalf. All welds connecting nozzles,
domes or other penetrations of the vessel and all welds connecting flanges
to the vessel or nozzles shall be full penetration welds.
LR 4.20-07 In the context of regulation 4.20.1.2, the
applicability of the expression ‘Other edge preparations’ is clarified as
follows:
- Cruciform full penetration welded joints in a bi-lobe tank
with centreline bulkhead can be accepted for the tank structure construction at
tank centreline welds with bevel preparation subject to the approval of LR,
based on the results of the tests carried out at the approval of the welding
procedure (see
Figure LR 4.1 Cruciform full penetration
weld).
4.20.1.3 Where applicable, all the construction
processes and testing, except that specified in 4.20.3, shall be done in accordance
with the applicable provisions of chapter 6.
4.20.2
Design for gluing and other joining processes
The design of the joint to be glued (or joined by some other process
except welding) shall take account of the strength characteristics of the joining
process.
4.20.3
Testing
4.20.3.1 All cargo tanks and process pressure vessels
shall be subjected to hydrostatic or hydropneumatic pressure testing in accordance
with 4.21 to 4.26, as applicable for the tank type.
4.20.3.2 All tanks shall be subject to a tightness test
which may be performed in combination with the pressure test referred to in
4.20.3.1.
4.20.3.3 Requirements with respect to inspection of
secondary barriers shall be decided by the Administration or recognized organization
acting on its behalf in each case, taking into account the accessibility of the
barrier (see 4.6.2).
4.20.3.4 The Administration may require that for ships
fitted with novel type B independent tanks, or tanks designed according to 4.27 at
least one prototype tank and its supporting structures shall be instrumented with
strain gauges or other suitable equipment to confirm stress levels. Similar
instrumentation may be required for type C independent tanks, depending on their
configuration and on the arrangement of their supports and attachments.
4.20.3.5 The overall performance of the cargo
containment system shall be verified for compliance with the design parameters
during the first full loading and discharging of the cargo, in accordance with the
survey procedure and requirements in 1.4 and the requirements of the Administration
or recognized organization acting on its behalf. Records of the performance of the
components and equipment essential to verify the design parameters, shall be
maintained and be available to the Administration.
LR 4.20-08 The overall performance of the cargo containment
system is to be verified for compliance with the design parameters during initial
acceptance cargo trials. The initial trials are to be witnessed by LR’s Surveyors,
and are to demonstrate that the system is capable of being inerted, cooled, loaded
and discharged in a satisfactory manner, and that all safety devices function
correctly. The temperature at which these tests are carried out is to be at or near
the minimum cargo temperature. Where refrigeration plant is fitted, its operation is
to be demonstrated to the Surveyors. Records of the plant performance taken during
the first loaded voyage at minimum temperature are to be submitted. The above tests
may be carried out in conjunction with the vessel’s normal trading commitments.
Normal voyage logs of plant performance are to be maintained for examination by the
Surveyors when requested.
Figure LR 4.1 Cruciform full penetration weld
4.20.3.6 Heating arrangements, if fitted in accordance
with 4.19.1.5 and 4.19.1.6, shall be tested for required heat output and heat
distribution.
4.20.3.7 The cargo containment system shall be
inspected for cold spots during, or immediately following, the first loaded voyage.
Inspection of the integrity of thermal insulation surfaces that cannot be visually
checked shall be carried out in accordance with recognized standards.